JP2010215187A - Propulsion device for ship, and ship equipped with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a propulsion device for a ship and a ship equipped with the same, improving the efficiency of a propeller and a working property, and reducing weight, as compared with a propulsion device for a ship using a propeller boss cap with a fin of a conventional technology and a ship equipped with the same, in the propulsion device for the ship formed of a screw propeller using the propeller boss cap with the fin and the ship equipped with the same. <P>SOLUTION: In the propulsion device for the ship wherein the fin 6 provided at the propeller boss cap 5A is disposed in the rear side between propeller blades, the rear end 5a of the propeller boss cap 5A is formed on an end surface, or the shape of the rear end 5a is made to be within a range of 20% of the total length Lc from a peripheral edge to the propeller boss cap 5A. The total length Lc is made to be 0.28-0.76 times of a diameter Dcf of a cap front end, and the diameter Dca of the rear end 5a of the propeller boss cap 5A is made to be 0.35-0.95 times of the diameter Dcf of a front end 5f of the propeller boss cap 5A. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a marine vessel propulsion device using a screw propeller and a marine vessel equipped with the same, and more particularly, a marine vessel that improves the propulsion performance of a screw propeller by providing fins on a propeller boss cap attached to a boss of the screw propeller. The present invention relates to a propulsion device and a ship equipped with the same.

  Many ships use screw propellers as propulsion units, and improving propeller characteristics such as propulsion unit efficiency greatly contributes to an improvement in fuel consumption. For this reason, research on propeller blades such as the number of propeller blades, blade shape, deployment area, pitch angle, and skew angle has been conducted, and various blade shapes have been developed.

  In order to improve the propeller characteristics, as shown in FIGS. 12 to 15, bosses with rectifying fins that increase propulsion efficiency by reducing hub vortices in the wake of the propeller boss cap 5 in the vicinity of the propeller boss 2. A cap 5 has been developed (see, for example, Patent Document 1).

  In this boss cap 5 with rectifying fins, the number of fins 6 (four in FIG. 12) attached to the boss cap 5 is made equal to the number of propeller blades (propeller blades) 3 (four in FIG. 12). As shown in FIG. 15, the angle α of the fin 6 has a relationship of (−20 ° ≦ α−ε ≦ + 30 °) with respect to the geometric pitch angle ε of the root portion of the propeller blade 3. ing. With respect to the length direction of the fin 6, the front edge of the fin 6 is equal to the rear edge of the root of the propeller blade 3 and the front-rear direction of the propeller, or is rearward of the rear edge (b ≧ 0). Further, it is provided at the position of the gap between the roots of adjacent propeller blades 3 (a> 0). Further, as shown in FIGS. 13 and 14, the maximum diameter (2r) of the fin 6 from the axis of the cap 5 body is larger than the diameter Dba of the cap mounting end 2a of the boss 2 and the propeller diameter (2R). Of 33% or less.

  As a function and effect of the boss cap 5 with the rectifying fin, the rectifying fin does not generate thrust by itself, but acts as a rectifying plate that reduces the generation of hub vortex in the wake of the boss cap. When the hub vortex downstream of the boss cap is diffused and the induced drag due to the vortex on the propeller blade surface is reduced, the propeller characteristics (propulsion efficiency) are greatly improved without increasing the torque. Has been.

  Further, in a ship propeller having a hub vortex eliminator that erases vortices from the propeller hub (propeller labs) such as the rectifying fins, the hub vortex extinguishing device fully functions so that the total propeller A propeller for a ship having a hub vortex eliminator in which the pitch or camber of the blade root of the propeller is made larger than the pitch or camber of the middle part of the propeller in order to increase efficiency and at the same time gain an advantage in strength. Has been proposed (see, for example, Patent Document 2).

  On the other hand, the present inventors thought that the propeller boss cap with fins could further improve the propulsion efficiency, and the water tank using the propeller boss cap with fins devised based on various ideas Experiments have been carried out to arrive at a marine vessel propulsion device using a screw propeller and a vessel equipped with the propeller, which can further improve the propeller efficiency.

Japanese Examined Patent Publication No. 7-121716 Japanese Patent No. 3491890

  An object of the present invention is to provide a marine vessel propulsion device formed of a screw propeller using a propeller boss cap with fins, and a marine vessel propulsion device using a propeller boss cap with a fin of the prior art, The object of the present invention is to provide a marine vessel propulsion device and a marine vessel equipped with the propulsion device that are lighter and lighter than the marine vessel equipped with the propulsion unit.

  A marine vessel propulsion device for achieving the above object is provided in a marine vessel propulsion device in which a fin is provided on a propeller boss cap attached to the rear side of a propeller lab of a screw propeller, and the fin is disposed rearward between propeller blades. The rear end of the propeller boss cap is formed by an end surface, or the shape of the rear end of the propeller boss cap is within the range of 20% of the total length of the propeller boss cap from the peripheral edge. The total length of the cap is 0.28 to 0.76 times the diameter of the front end of the cap, and the diameter of the rear end of the propeller boss cap is 0.35 to 0.95 times the diameter of the front end of the cap. Configured as

  The propeller propulsion efficiency is such that the total length of the propeller boss cap is 0.28 to 0.76 times, preferably 0.34 to 0.68 times, most preferably 0.50 times the diameter of the front end of the cap, and , The diameter of the cap rear end is 0.35 to 0.95 times, preferably 0.42 to 0.85 times, most preferably 0.65 times the diameter of the cap front end. According to the configuration, the cap body of the propeller boss cap can be optimally shaped to increase the propeller efficiency. At the same time, the rear end portion of the propeller boss cap is formed by the end face, so that it is easy to work. Moreover, since the front-end | tip part of a taper-shaped rotary body is lose | eliminated at the rear-end side, it can reduce in weight that much.

  In the propulsion device of a ship in which fins are provided on the rear side of the propeller blades of the propeller boss of the screw propeller and the fins are arranged behind the propeller wings, the rear end portion of the propeller boss cap is formed by the end surface, or The shape of the rear end portion of the propeller boss cap is within the range of 20% of the total length of the propeller boss cap from the peripheral portion, and the distance between the front end of the fin root and the rear end of the fin root is determined by the propeller blade The diameter of the propeller boss at the rear end of the fin is 0.28 to 0.76 times, and the diameter behind the root of the fin is 0.35 to 0.95 times the propeller boss diameter at the rear end of the propeller blade. Configured as With this configuration, the same effect as described above can be obtained.

  Further, in the above-described marine vessel propulsion device, the propeller boss cap is formed of a rotating body having a propeller rotating shaft as a rotating shaft, and the propeller boss cap is formed in a truncated cone shape with the generatrix of the rotating body being a straight line. To do. With this configuration, the shape of the propeller boss cap becomes a simple shape, so that the workability is good and the manufacturing cost can be reduced.

  Moreover, the ship for achieving said objective is comprised provided with the propulsion apparatus of said ship. Thereby, improvement of propulsion efficiency can be aimed at.

  According to the marine vessel propulsion device of the present invention, in the propulsion device formed with a screw propeller using a propeller boss cap with a fin, the prop body shape of the cap body of the propeller boss cap is made to have an optimum shape, thereby increasing the propeller efficiency. Can do. At the same time, the rear end portion of the propeller boss cap is formed by the end face, so that it is easy to work. Moreover, since the front-end | tip part of a taper-shaped rotary body is lose | eliminated at the rear-end side, it can reduce in weight that much.

  Moreover, according to the ship provided with the ship propulsion apparatus of the present invention, since the ship propulsion apparatus having high propulsion efficiency is used, the propulsion efficiency can be improved. Further, since the propulsion device is slightly reduced in weight, the propulsion shaft and the support structure for the propulsion shaft can be reduced in weight accordingly.

It is the figure seen from the back of the ship which shows the structure of the propulsion apparatus of the ship in embodiment of this invention. It is a side view of the propulsion apparatus of the ship of FIG. It is a typical side view in which the side section of a propeller boss cap shows trapezoid shape. It is a typical side view showing the shape of a curve where the side section of a propeller boss cap is smooth. It is a figure which shows the relationship between the "cap length / cap front-end part diameter" in the ship propulsion apparatus, and the improvement rate of propulsion device efficiency. It is a figure which shows the relationship between "the cap rear end part diameter / cap front end part diameter" and the increase rate of propulsion device efficiency in the propulsion apparatus of a ship. It is a figure which shows arrangement | positioning of the root part of the propeller blade on the surface of a propeller boss. It is a figure which shows arrangement | positioning of the root part of the fin on the surface of the cross section trapezoid propeller boss cap and the propeller boss cap of a prior art. It is a figure which shows arrangement | positioning of the root part of a fin on the surface of a cylindrical-shaped propeller boss cap and a diffusion-type propeller boss cap. It is a typical side view showing a cylindrical propeller boss cap. It is a typical side view showing a diffusion type propeller boss cap. It is the figure seen from the back of the ship which shows the structure of the propulsion apparatus of the ship in a prior art. It is a side view of the propulsion apparatus of the ship of FIG. It is a side view which shows the shape of the propeller boss cap in a prior art. It is a side view which shows the positional relationship of the propeller blade | wing and fin in a prior art. It is a side view which shows the attachment angle of a fin. It is AA sectional drawing of FIG. 16 seen from the back which shows the rake angle of a fin.

  Hereinafter, embodiments of a ship propulsion device according to the present invention and a ship including the same will be described with reference to the drawings. 1 to 4 and FIGS. 10 to 15 are shown with different shapes and dimensions of propeller bosses, propeller blades, propeller boss caps, fins, etc. for easy understanding. It ’s different. Also, in FIG. 3, FIG. 4, FIG. 10, FIG. 11, FIG. 14, and FIG. 15, the propeller blades and fins that are visible and natural are omitted for ease of viewing and for convenience of drawing and explanation.

  As shown in FIGS. 1 and 2, the marine vessel propulsion apparatus 1 </ b> A according to this embodiment includes a propeller boss (propeller hub) 2, a propeller blade 3 attached to the propeller boss 2, and a propeller boss 2 at the rear end. The propeller boss cap (propeller hub cap) 5A is connected to a screw propeller including a fin 6 provided on the propeller boss cap 5A.

  The fins 6 are provided on a propeller boss cap 5A attached to the rear side of the propeller boss 2 of the screw propeller 1A, and the fins 6 are disposed rearward between the propeller blades 3. That is, when viewed from the rear direction of the propeller shaft Pc, the front end of the root portion of the fin 6 is disposed between the rear ends of the root portions of the propeller blade 3. When viewed from the side, the front end of the root portion of the fin 6 is disposed behind the rear end of the root portion of the propeller blade 3. The fins 6 may be formed with positive and negative cambers, but a flat plate shape is optimal from the viewpoint of convenience in work and reduction of manufacturing costs. The fins 6 may be attached with positive and negative rake angles. A well-known technique is used for the shape and arrangement of the fins 6.

  In this embodiment, the propeller boss cap 5A is formed as follows. First, the propeller boss cap 5A is formed of a rotating body having the propeller rotation axis Pc as a rotation axis. As for the side surface 5b, the rotating body is formed in a shape in which the generatrix of the rotating body is formed by a smooth curve or straight line and tapered toward the rear. Further, the rear end portion 5a of the propeller boss cap 5A is formed by an end face.

  As shown in FIG. 3, when the generatrix of the rotating body forming the outer peripheral surface 5b of the propeller boss cap 5A is a straight line, the shape of the propeller boss cap 5A is a truncated cone, which is very easy to manufacture.

  In addition, as shown in FIG. 4, even when the generatrix is a smooth curve, it has a shape that tapers smoothly from the front to the rear, and preferably has a truncated cone shape in a cross section perpendicular to the propeller rotation axis Pc. Deviation of 0 to within 20%.

  That is, it is smaller than the line segment L1 connecting the point of 1.2Dcf at the front end portion 5f and 1.2Dca at the rear end portion 5a, and the point of 1.0Dcf at the front end portion 5f and 1.0Dca at the rear end portion 5a. It is formed larger than the connecting line segment L2. In other words, a truncated cone formed by 1.0 Dcf at the front end 5 f and 1.0 Dca at the rear end 5 a inside the truncated cone formed by 1.2 Dcf at the front end 5 f and 1.2 Dca at the rear end 5 a. The outer shape of the propeller boss cap 5A is formed so as to be on the outer side, that is, within the hatched portion in FIG. The rear end portion 5a of the propeller boss cap 5A is formed on the end surface.

  The total length Lc of the propeller boss cap 5A is 0.28 to 0.76 times, preferably 0.34 to 0.68 times, most preferably 0.50 times the diameter Dcf of the front end of the cap. The diameter Dca of the rear end 5a of the propeller boss cap 5A is 0.35 to 0.95 times, preferably 0.42 to 0.85 times the diameter Dcf of the front end 5f of the propeller boss cap 5A. Most preferably, it is 0.65 times. The diameter Dcf of the front end portion 5f corresponds to the flange diameter of the cap.

  As shown in FIGS. 3 and 4, the end surface of the front end portion 5 f of the propeller boss cap 5 </ b> A is formed in a planar shape because it is joined to the rear end surface 2 a of the propeller boss 2. On the other hand, the end surface of the rear end portion 5a of the propeller boss cap 5A is preferably formed as a plane from the viewpoint of work as shown in FIG. 3, but as shown in FIG. Or the like. Even in this case, the distance Lca in the front-rear direction between the peripheral edge portion 5ao of the rear end portion 5a and the center portion 5ac is within 20% of the total length Lc of the propeller boss cap 5A.

  Next, in the present invention, the total length Lc of the propeller boss cap 5A is 0.28 times to 0.76 times, preferably 0.34 times to 0.68 times, most preferably 0.8 times the diameter Dcf of the front end portion of the cap. Although this is 50 times, this will be described. The result of the water tank test of the propeller which changed cap length (full length of propeller boss cap) Lc in FIG. 5 is shown. The abscissa represents “cap length / cap front end diameter (Lc / Dcf)”, and the ordinate represents the rate of increase in propulsion unit efficiency.

  The original propeller boss cap 5A with an up rate of zero is formed of a rotating body that tapers normally at the rear end side and gradually decreases in diameter and becomes zero at the rear end, and Lc / Dcf is 0.80. The propeller efficiency when the propeller boss cap 5A having the conical shape of FIG. 3 and the end face of the rear end portion formed into a flat surface is mounted is shown as an up rate. The fin 6 attached to the propeller boss cap 5A has a flat plate shape. When changing the cap length / cap front end diameter (Lc / Dcf), the length of the fin 6 is proportional to the length of the cap. It is a length.

  As can be seen from FIG. 5, in an experiment in which the propeller advance rate J (= V / nDp, V is the forward speed, n is the propeller rotational speed, Dp is the propeller diameter) is the propeller advance rate at the propeller design point, Lc / Dcf is The rate of increase is 1.4% for 0.28 to 0.76 times, the rate of increase is 1.8% for 0.34 to 0.68 times, and the largest increase for 0.50 times It turns out that it is a rate. In the present invention, Lc / Dcf is set to a range Z1 of 0.28 times to 0.76 times based on these experimental results.

  Next, the diameter Dca of the rear end 5a of the propeller boss cap 5A is 0.35 to 0.95 times, preferably 0.42 to 0.85 times, most preferably 0, the diameter Dcf of the front end 5f. A description will be given with respect to 65 times. In FIG. 6, with the cap length Lc kept constant at Lc / Dcf = 0.71, the diameter Dca of the rear end portion 5a of the propeller boss cap 5A is changed to change the shape of the propeller boss cap 5A. The experimental results are shown. The horizontal axis indicates “cap rear end diameter / cap front end diameter (Dca / Dcf)”, and the vertical axis indicates the increase rate of propulsion unit efficiency.

  FIG. 6 shows that the shape of the propeller boss cap 5A is better when the diameter Dca of the rear end portion 5a is smaller than the diameter Dcf of the front end portion, and the ratio Dca / Dcf has an optimum range. I understand that. That is, in an experiment in which the propeller advance rate J is the propeller advance rate of the propeller design point, when Dca / Dcf is 0.35 to 0.95 times, the up rate is 1.0%, and 0.42 times to 0 It can be seen that there is the largest up rate of 1.2% for an up rate of 0.85, and 1.5% for an up rate of 0.65. In the present invention, Dca / Dcf is set to a range Z2 of 0.35 times to 0.95 times based on these experimental results.

  Further, in order to examine the influence of the fin 6 on the propeller characteristics, the force acting on the fin 6 was measured by experiment. As a result, the thrust Tp and torque Qp acting on the propeller blade 3 are applied to the fin 6 and the propeller boss cap 5A. It has been found that the thrust Tf acts on the fin 6 while the torque Qf is small, and the overall thrust Tt and torque Qt are improved.

  Further, by computational fluid dynamics calculation (CFD (Computational Fluid Dynamics) calculation), the bubbling vortex diffuses and the static pressure rises behind the propeller boss cap 5A. As a result, the static pressure is increased after the propeller boss cap 5A. It turns out that it becomes the force which pushes the end surface of the edge part 5a, and it has been useful for the improvement of the thrust Tt as a whole. From this, it can be seen that even if the end surface of the rear end portion 5a of the propeller boss cap 5A has a flat surface or a shape close to a flat surface, it helps to improve the thrust Tt as a whole.

  Considering the relationship between the shape of the propeller boss cap 5A and the propeller efficiency, the flow that has passed through the propeller blades 3 is contracted and flows backward. This is because the flow direction does not face the same cylindrical surface parallel to the propeller axis Pc in a part of the propeller boss cap 5A, and gradually decreases from the cap flange 2a toward the propeller rotation axis Pc. It means that it is in the direction. Therefore, the flow that flows on the surface of the side surface 5b of the propeller boss cap 5A is affected by this flow. Therefore, it is more suitable that the shape of the side surface 5b of the propeller boss cap 5A is a shape that is reduced in diameter toward the rear end side along the contracted flow.

  Further, the attachment angle of fin 6 (α in FIG. 15) and camber will be considered. FIG. 7 shows the blade shape and camber at the root of the propeller blade 3. For comparison with this, FIG. 8 shows the developed shape of the trapezoidal cap and the shape of the root of the fin 6 on the surface of the propeller boss cap 5A. A case where the flat fin 6 is attached to a propeller boss cap 5A having a trapezoidal side cross section as shown in FIG. 3 is indicated by A (circle). Moreover, the case where it attaches to the propeller boss cap 5A of a prior art as shown in FIG. 14 is shown by B (diamond).

  When the shape of the root portion of the fin 6 is seen on the development view in which the surface of the propeller boss cap 5A is developed, the development view shown in FIG. 8 is compared with the camber of the wing at the root portion of the propeller blade 3 shown in FIG. Above, both A and B have cambers in the opposite direction. In addition, the line | wire of (epsilon) of FIG. 7 is a line which shows the pitch angle ((epsilon) of FIG. 15) in the root part of the propeller blade 3. FIG.

  The line α in FIG. 8 is a line indicating the attachment angle of the fin 6 (α in FIG. 15). In FIG. 8, most of the shape at the root of the fin 6 is on this α line, and the flow on the fin surface flows along this line in the wake of the propeller. As shown in FIG. 8, the flow along the fin 6 flows along the camber opposite to the propeller blade 3 as shown in FIG. 8. In such a case, the torque Qf generated by the fin 6 is the propeller blade 3. The torque Qp is generated in a direction opposite to the torque Qp generated by the torque Qp.

  On the other hand, the propulsive force generated by the fin 6 is generated in the direction opposite to the thrust Tp generated by the propeller blade 3, but the cap end 5a is increased by the fin 6 diffusing the hub vortex and increasing the static pressure behind the cap. As a result, the thrust Tf generated by the cap 5A and the fin 6 acts in the direction of the thrust Tp generated by the propeller blade 3 to improve the propulsion device efficiency.

  On the developed view shown in FIG. 9, the case of a cylindrical propeller boss cap 5C as shown in FIG. 10 is indicated by C (circle), and is a diffusion type that expands to the rear end side as shown in FIG. The case of the propeller boss cap 5D is indicated by D (diamond). As shown in FIG. 9, in these cases C and D, the pitch angle is larger than the line α, and the camber is attached in the same direction as the propeller blade 3. In such a case, the torque Qf generated by the fins 6 is generated in the same direction as the torque Qp generated by the propeller blades 3, that is, in the direction of increasing the overall torque Qt, which contributes to the improvement of the propulsion device efficiency. Is small.

  In this way, it can be seen that the shape of the propeller boss cap 5A has an influence on the flow of the fin 6 on the surface of the propeller boss cap 5A with respect to the root of the fin 6 even if the attachment angle of the fin 6 is the same.

  As the attachment angle of the fin 6, a rake angle γ as shown in FIG. 16 and FIG. FIG. 17 shows a case where the rake angle γ of the fin 6 is attached at 0 and a case where the fin 6 is attached at a positive angle (+ γ) or a negative angle (−γ).

  The ship provided with the ship propulsion apparatus of the present invention is configured to include the ship propulsion apparatus 1A. According to this ship, since the above-described ship propulsion device 1A is used, it is possible to improve the propulsion efficiency. Further, since the propulsion device 1A is slightly reduced in weight, the propulsion shaft and the support structure for the propulsion shaft can be reduced in weight accordingly.

  The ship propulsion device according to the present invention is a propulsion device formed with a screw propeller using a propeller boss cap with a fin, and can improve the propulsion device efficiency, and at the same time, it is easy to work and can be reduced in weight. It can be used as a propulsion device.

  Further, the ship equipped with the propulsion device of the ship of the present invention can improve the propulsion efficiency, and the propulsion shaft and the support structure of the propulsion shaft can be reduced by reducing the weight of the propulsion device. Available.

DESCRIPTION OF SYMBOLS 1, 1A Ship propulsion apparatus 2 Propeller boss 2a Propeller boss rear end face 3 Propeller wing 4 Propeller rotating shaft 5, 5A, 5C, 5D Propeller boss cap 5a Propeller boss cap rear end 5ao Rear end rim 5ac Rear Center of end 5b Propeller boss cap outer surface 5f Front end 6 Fin Dba Diameter of propeller boss cap attachment end Dca Diameter of propeller boss cap rear end Dcf Diameter of propeller boss cap Dp Propeller diameter Lc Total length of propeller boss cap (cap length)
Lca Distance in the front-rear direction between the peripheral edge portion of the rear end portion and the central portion Pc Propeller shaft Qf Torque generated by the fin Qp Torque generated by the propeller blade Qt Torque generated by the propulsion device Tf Thrust generated by the fin and cap Tp Propeller blade Thrust generated by Tt thrust generated by propulsion device α fin mounting angle γ fin mounting rake angle ε pitch angle of propeller blade root

Claims (4)

In the propulsion device for a ship in which a fin is provided on a propeller boss cap attached to the rear side of the propeller boss of the screw propeller, and the fin is disposed behind the propeller blades.
The rear end portion of the propeller boss cap is formed with an end surface, or the shape of the rear end portion of the propeller boss cap is within the range of 20% of the total length of the propeller boss cap from the peripheral edge,
The total length of the propeller boss cap is 0.28 to 0.76 times the diameter of the front end of the cap, and the diameter of the cap rear end of the propeller boss cap is 0.35 to 0 times the diameter of the front end of the cap. A marine vessel propulsion device characterized by a factor of 95. In a propulsion device of a ship in which fins are provided on the rear side of the propeller blades of the propeller boss of the screw propeller and the fins are arranged behind the propeller blades, the rear end portion of the propeller boss cap is formed by the end surface, or The shape of the rear end portion of the propeller boss cap falls within the range of 20% of the total length of the propeller boss cap from the peripheral edge,
The distance between the front end of the fin root and the rear end of the fin root is 0.28 to 0.76 times the propeller boss diameter at the rear end of the propeller blade, and the diameter behind the fin root is A marine vessel propulsion device having a propeller boss diameter of 0.35 to 0.95 times the rear end of a propeller blade.   2. The propeller boss cap is formed of a rotating body having a propeller rotation axis as a rotation axis, and the propeller boss cap is formed in a truncated cone shape by making a generatrix of the rotating body straight. Ship propulsion device.   A ship comprising the ship propulsion device according to claim 1, 2 or 3.

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